Pier ob wharf



J. S. WILLIAMS.

P|EH.UR WHARF. APPLlcA'xoN man Mme, wmuuiwan JUNE 12. 1919.

THE mLUMnIA PLANouRAi-H co.. WASHINGTON, D. c.

I. s'. WILLIAMS.

PIER 0R WHARF.

APPLICATION FILED IAN.6. |913. IIEIIEwEn IuNE I2. |919.

l 3 1 '7, 606 Patented Sept. 30, 1919.

5 SHEETS-SHEET 3.

wITNEssEs Q M INVNTPR. @QW I, .iwf

; a7 l ATTRNEYS J. S. WILLIAMS.

PIER 0R WHARF.

APPLIcATIoN FILED IAN. s, I9I3. RENEWED IUNI: Iz. I9I9.

1,317,606. n Patented sept. 30, 1919.-A

5 SHEETS-SHEET 5'.

'-rm: coLmmI/I PL/INouR/IPII co'., WASHINGTON. rx c.

TE STABS JOSEPH S. WILLIAMS, OF RIVERTON, NEW JERSEY.

PIER OB WHARF.

Specification of Letters Yatent. Patentd Sept. 30, 1919.

Original application filed December 7, 1906, Serial No. 346,774. Divided and this application led January 6, 1913, Serial No. 740,354. Renewed l.Tune 12, 1919. Serial No. 303,773. v

To all whom t may concern:

Be it known that-I, Josnrrr S. WILLIAMs, a citizen of the United States7 residing at Riverton, in the county of Burlington, State of New Jersey, have invented a new and useful Fier or lVharf, of which the following is a specification.

In a copending application filed by me on Decenber 7th, 1906, Serial No. 346,774, I have described and broadly claimed a novel construction of a pier or wharf provided with a desired numberof water-proof subwater line chambers which are adapted to be united with and form a part of a tunnel, subway, surface traffic lines, or broadly a transportation system in communication with waterways and surface traffic lines, and in my present application which is a division of my pending case, Serial No. 346,774, I have described and broadly claimed a novel water-proof subaqueous structure which may serve the purpose of a pier or wharf or be employed for general storage purposes, and especially for products which are to be transported or received by waterways.`

With the above in view my present invention in its broad and generic scope consists of a novel construction of a` water-proof structure preferably constructed of reinforced concrete and provided with one or more subwater line chambers,'and a novel method of constructing such water-proof structure and forming a communication with waterways, surface lines and subway and tunnel lines.

It further consists of a novel construction of a pier, wharf or dock, novel means for uniting therewith, lines of transportation, such as for example, subway or tunnel lines, and ,establishing trunk line systems forV transportation therethrough and interchangeable relationship between water, rail, subwater, subway androadway traffic systems. It further consists of other novel features of construction all as will be hereinafter fully set forth.

For the purpose of illustrating my invention, I have shown, in the accompanying drawings one form thereof which is at present preferred by me, since the same will give in practice satisfactory and reliable results, although it is to be understood that the various instrumentalities of whichV my Y constructed therein,

invention consists can be variously arranged and organized and that my invention is not limited to the precise arrangement and organization of these instrumentalities as herein shown and described;

Figure l represents a sectional plan view of a doclror pier embodying my invention, the same being vshown in connection with a subway lineand adapted to be connected with a subaqueous tunnel line.

'Fig'. 2 represents a sectional elevation of my novel pier or wharf.

Fig. 3 represents a sectional plan view of a portion of the construction.

Fig. 4 represents a sec-tionaly plan view 'showing a portion 4of'the pier or dock structure united with a subaqueous tunnel.

Fig. 5 represents in section, an elevation of my novel pier or wharf.

Fig. 6 represents a perspective view of the end lof the pier, showing especially the lock gates.

Fig. 7 represents a plan view of a working and alining pier. y

Fig. S represents a sectionalplan view of my pier or wharf, the sections Vbeing taken on different horizontal planes.

Fig. 9 represents a sectional elevation of my pier or wharf, showing a modified form ofconstruction which may be employed if desired Fig. l0 represents a perspective view, partly in section, showing on a. larger scale a tunnel section and the wharf during certain stages of construction.

Similar numerals of reference indicate corresponding parts in the figures.

Referring to the drawings:

In order to more clearly set forth my novel construction of pier or wharf I will describe the different operations which are employed in building the water-proof structure in' the natural or logical sequence in which they take place'. It is to beA understood that my present construction is preferably builtin such a manner that subaqueousl tunnel structuresv or sections may be and the pier or wharf construction may be provided with lock gates or removable closures. One or more subwater line water-proof chambers are provided having means of communication with the ywharf floor which latter is provided with a superstructure of any desired nature.

1 designates the longitudinal center line of a surveyed tunnel line having` the lines 3-3 parallel therewith and equidistant therefrom, said lines representing the exact structural width of a tunnel line.

1 4 designate two lines parallel with the center line and equidistant therefrom, such lines being located outside of the lines 3-3 and representing the approximate alining lines for the establishing of guide pilings 5-5 of the alining piers, as seen in Figs. l and' 7. According to these. lines I establish the alining members 17-17, 18-18 and between and along the same, grade Vline resistform 7, established on or over the piers, and

ultimately provide for the easy and accurate placement of the tunnel sections upon fixed n pier or cradle carrying grade line supports 2, provided along the line at fixed distances apart-,below said' platform 7 laccording to the predetermined grade of the tunnel line and in accurate longitudinal and sectional alinement.

Afterestablishing the linesin accordance with which the tunnel structure is to be constructed and established and piers and fixed grade line resistances are to be established, with provision for such ylines passing through the pier or dock at a desired point, 1 establish a double row or rows of sheet, interlockingr` metal or other piling'101-102 around the'pier or dock area to the necessary depth to provide for securing a stable foundation. Such double rows of piling lOl-102 are at such distances apart as will define the thickness of the concrete or concrete rein- Y forced wall to be afterward established between such Irows of pilings;

103'designates a passageway inthe water end'of the dock' area in ycases in which a; subaqueous tunnel line is to be constructed and combined therewith, it being noted that lock gates 1011 are established in any suitable manner, said outwardly and provide a passage way extending from the' floor 105 of the subaqueous chamber of the dock or pier to the top or wharf floor line 106 of the pier.

In order to establish a stable foundation under such area which includes the foundation areaof the passageway andv extending to the outer piling line 101", wood `or concrete pilings 114may` be established inthe bottom and such pilings :are capped with concrete or cement 117 overthe entire area-andjin an intimate contact with the inner surfaceY of the encompassing wall 107, extending around the chamber of the dock and on both sides of the passageway 103. l/Vhen Such foundation bed is provided and prior thereto, if desired, the inner row of piling 102 is cut away, as shown in Figs. 2, 5,'and 9 in order that the capping material 117 on the pilings 114 will be carriedinto iiltimatecontact with the inner surface of the'wall 107 over the entire area: and so that subsequent water proofing of the foundationmay be carried up the inner surface ofthe wall 107.

The concrete capping' 117 is then covered over the entire area of the piling .llt and into intimate contact with the encompassing wall 107 with one ormore layers of asphaltum or other water proofing 119 in order to insure a water tight covering over said capping 117 and if desired in addition to the asphaltum, water proof paper, felt, canvas, open-work metalV or other fabric may be placed under the same or between one oi'Y more layers thereof and extend over the entire area of the capping 117 and into intimate contact with the vertical wall 121 of the passageway 103, it being understood that the water proofing material 119 is so applied that it will'be in intimate contact and water tight union with the grade capping 117.

The vertical water proofingrl19 extends upwardly to a sufficient height to provide for laying the full depth of the foundation floor 105 above the capping117, as hereinafter described or the water proofing 119 may be *Y carried up to the top on the inside of the'lOO vertical walls 107 and 121 to the water proofing on the wharf floorin'glOG.` A grid- Airon system of I-beams or other metal bars 115`are then placed on the water proof foundation over its entire area'so as to extend 105 to the opposite sides and ends of the foundation fiooring 105 vand the passageway 103 to establish a'dcfinite area unit of reinforcement inand over such bed.

After the placement of the Vlower set of Y such bars or I-beams 115, they are embedded1 in concrete or cement 118 or both over the entire area, so that they will be in intimate Contact with the vertical `port-ion of the water proofing 119'which is placed on the i15- 'walls 12-1 of the tunnel Vway 103 as well as l on the inner surfaceofthe encompassing gates being adapted to open Y ing or. cement, after which Ya layer of pitcher asphaltum is applied theretoV over the entire area with or without using a water proof paper orA fabric therewith which is Y suitably water sealed at the lapping parts so as to cover the entire area and intimately connect the same with the verti'f portion of the water proofing 119v which extends on*v the verticalwalls 107 and 1215.,VV l i3@ '121 of the passageway.

Another set of I-beams or bars 116 are `then set on such secondary layer of water proofing of the foundation bed and extend transversely of the lower set 115 or at such angle thereto as may be desired. These are preferably so located as to not only cover the entire foundation 105 of the dock and the lock gate tunnel Way but so as to be adapted to be united with the metal framing-124f ofthe vertical walls of-the inner lining structure 125, which preferably not only lines the chamber of the dock but also the passageway 103 from the foundation floor 105 to the floor line of the floor 106 so vthat the water proofing between the same and the outer surface of the wall will be continuously supported and reinforced over the entire surface and so that loads on' the vertical walls will be distributed with uniformity over the bed and so that the tensile reinforcing element and framing 'of the flooring will in turnl reinforce the vertical framing and walls.

The I-beains or metal bars 116 of the foundation are then embedded in concrete or other suitable material 118 which is again covered with cement and vasphaltum or other desired water proofing material by and upon which the working floor can be established over which the rail or transportation system tracks of the tunnel canfbe laid and passenger and freight platforms 127 and other equipments for a depot established. The

` inner lining structure 125 provides for supporting and reinforcing the water proofing and for supporting the wharf line floor 106 and the intermediate fiooring 128, aswell as supporting the foundation floor.

The structural framing of the inner lining structure 125as best seen in Figs. 1, 3, 9, is shown constructed of vertical I-beams 1241 carried up in closel proximity to the vertical portion of the water proofing 119, with the I-beam flooring girders 129 of the wharf floor 106 carried acrossfthe dockl to form a complete roof or covering for the chambers below. The intermediate flooring 128 is then established by connecting the I- beams 130 with the vertical I-'beams 124; or the girder plates 131 carriedV thereby.

I have .shown the vertical I-beams: 124 as resting upon a bed plate 132, Awhich latter rests upo'nfthe I-beams 116er the founda- -tion flooring 105,as beforeA described and the supporting girders 129 and .130 of the upper end intermediate flooring 106 and 128 respectively are secured to the vertical I- beams 124 in the usual manner or to angle plates 131, extending across the vertical I- beams 124 and secured thereto in order to support and carry the I-beams 129 and 130. An additional layer of water proofing material such as hot pitch or asphaltum subsequently to the erection of such vertical I-beams of the inner structure 125, can be applied on the surface of the vertical portion of the water proofing 119 so as to fill in any space between the metal of the inner structure 125 and the water proofing 119, thereby producing a better reinforcement of water proofing'material. After finishing or facing the surface of the water proofing material with suitable water proofing material as cement orasphaltum, the whole of the vertical framing of the inner structureV 125 is embedded in concrete or cement from the foundation fioor 105 to the top of the doclror wharf floor 106, it being understood that the ends of the water proofing material 119 are forms therewith a strongly reinforced concrete, cement or other wall against and in intimater contact with the vertical water proofingY from the water proofing in the foundation tol the water proofing in' the wharf fioorl and into union with the `water proofing onthe' inner' surface of the outer wall 107.

The outer wall 107 may be reinforced by structural metal 108 extending through the concrete of the'wall from' the top tothev bottom thereof or to any desired extent and this structural metal may include I-beams, rods or any other desired forms of such construction. In Figs. 1 and 3 the" flooring girders 129 of the wharf k'floor 106 are shown in plan without the spaces between the same being filled in with concrete, while in Fig. 8 the gridiron flooring bars are shown with some of the bars embedded in the concrete.

Referring now more particularly to Fig. 9. it will be understood that I have shown the respectiveV flooring as being provided 'with' transverse and longitudinally extending reinforcing members or bars7 such bars `extending into the opposite walls and in the usual manner to plates embedded iu the concrete.k It will now be apparent that the vwater proofing of the various foundation chamber of the dock or pier construction and v the passageway thereof. extending to the end of the outerline of piling 101 so that there can be no leakage into the su'baqueous chamber or the pier otherwise than through the passageway, which will be prevented when such passageway is-closed or when the tunnel construction hasfbeen sealed therein, as hereinafter described The outer and inner water v proof linings are united by a water proofing material to the vertical water i proofing material on both sides of the passageway and the water proofing in the foundation flooring so that av complete water tight union is effected between the tunnel construction when placed :in the passageway of the water proofed chamber of the construction.

In order tol provide a simple and effectual means for uniting the water proofing of the subaqueous chamber and the water proofing of the passageway, I employ va water proofingy material such as asphaltum or cement for embedding the metal I-beams of the flooring under the passageway, as indicated by 134,so that the layers of water proofing extending through the foundation and floor- -ing are connected into a water proof reinforced construction extending from the iioor line 'to the metallicr elements 116, which extends along the walls onl both sides of the t passageway so that the inner and lining Athe passageway, as seen in Figs. 1 and 8- and the inner row of/pilings are established in order to provide vfor the increased thickness of wall necessary to give the desired stability and vstrength lfor/the walls 121 of the lock gate passagewayvlO, so as to provide for the proper placement and support of the metallic or other framing or carrying members 122, by which the closure gates 104 are supported. Y l f In order to provide the requisite stability for the foundation area of thev passageway and to provide for such foundation operating as a grade line pier or Vsupport for the tunnel construction the area under the pier is excavated and the foundation area is driven with piling, which is capped with concrete yas in the construction of a grade line pier or the foundation fiooring'105, as

vhereinbefore explained. The elements of sageway on the outer piling 101 over the entireV width; of the passageway 103 so that the water proofing of the ooring of the passageway 103 will be'- in intimate contact or unioniwith the inner `surface of the vertical walls of the passageway.. The vertical water proofing of such walls may be supported and Areinforced by extending the lining and reinforcingwall or structure 125 of the main chamber to cover and reinforce the water proofing on the inner surface of the outer side walls 121 of the passageway 103, as best seen in Fig. 8. By such means the lock gate vwater proofing reinforced by the lining structure v125l and by the horizontal .capping and reinforcing parts of the iiooring or foundation structure 105 which maybe built up and embeddedin water proof material.

In orderto prevent leakage into the passageway through the material ofthe inner structure or terminal ends or parts of such inner structure, afilling of water proof material such as cement .or asphaltum or both are used in the sides of the foundation of the passageway lthroughout its length orl in theV parts thereof back of the closure gates ,i

104 and such water proof material may be reinforced by metal bars or beams similar to those employed Aforthe inner liningV structure. Such water proof andl reinforced parts as indicated at 137. and 134 in Fig.: 8 Y* are in intimate. and direct'connectionwith and practically form a part 0f the water proofing which. envelops the chamber and the passageway 103.`

- 15G represents-a tunnel structure whichV has been constructed within the -chamber and inline for'being floated through the passageway 103 provided with the lock gate 104 or other ymeans employed for opening and closing the same. The grade line of the floor 105 is adapted yto be on the tunnelV grade line whichr extends to the grade of `the pier line resistances 2. f

It willnow be understood that when itis desired to float the tunnel structures completed within the water proof chamber, `that the outerrow of pilings 101 as shown across l'lO after themeansof closure 104 ofthe pasg sageway103 have been actuated. rlhev passage 103 is provided with suitable means 11 so as to hold'a tunnel-section in proper sectional alinement by means of bars 12 or otherwise, as the saine is lowered into po-V f .of pilings 101. and 102 to include the passition on the foundation bed 151. The verf' tical side framing or lock gate supporting members 122, seen in Figs. 1 and 8 are connected with a distancing head piece` or platform 123, see Fig.l 6, and a similar or equivalent; framingmember may be employed at the bottom of the passageway .103 to secure the vertical members in proper relation, such passageway framing having a portionthereofnearest to the passageway 103 embedded in or coated with the water proof material of the alining and reinforcing walls of the inner structure 125. The walls of the inner structure 125 are shown at 136 extending from the dock chamber and along both sides of the passage 103 over and upon the reinforced water proof foundation 105 in close proximity to or in. contact with'thev outer walls of the .water proofing thereon, as indicatedV at 137. The walls 136 on both sides of the passageway 103 are constructed of metal reinforcements embedded in suitable water proofing material, such as asphaltum or cement or a combination of such materials along both sides of the passageway 103. Y

The .tunnel structure is placed in` the passageway so that the inner end there-of will extend beyond the section line 6, see Fig. 4. The inner and outer ends ofthe passageway 103 are vthen closed in any desired manner to form a chamber adapted to be filled with concrete or other material to establish a continuity of the outer wall -107 across the *passagewayv 103 with the vtunnel structure embedded therein. The space between the tunnel and bottom of ysuch chamber is filled in with water proof niaterial or cement grouting so that the entire tunnel structure is surrounded by material which will close the passageway and firmly unite the tunnel structure therein, it being understood that any desired reinforcements may be employed. Y

After the establishing of the double lines sageway 103 a concrete wall 107 is built up therein -of such thickness as to provide the necessary resist-ance against the water pressure and working conditions .to which such wall -may be subjected.

In order to secure greater stability in such walls the same may be reinforced by structural metal or sets of bars or beams 103 extending from the base'to the top ofthe wall, if desired.A After such encompassing wall 107 has been built the area encompassed thereby is excavated to the grade of thetun- Aarea. fra-ming or the'.reinforced grade walls of the vinner structure 125 may extend above 'the `floor 106 asdesignated4 by 111 to pronel line andto such greater depthas vmay be required to secure the desired stability of the foundation fioor-105 of such encompassed The structural metal kof the metal vide a framing or supporting wall for the upper structure 110. .v l y Y In order to compensate for the difference of lateral pressure at different heights in the waterproof chamber, vI either employ the reinforced walls of the `inner structure of such thickness and stability as will compensate for difference in pressure between the bottom and top of the construction with ample factors for safety therein or I provide for such difference of pressure by constructing the inner walls with a gradualv'increase and stability` of lateral resistance from boiI tom to top, .as seen at 160 in Fig. 2k lor by constructing the walls of the inner structure of the lower chamber with -a greater thickness and stability than the upper portion of the upper chamber. Such differences in stability and resistance may be provided by increasing the thickness of the walls orby increasing the metal reinforcing velements thereof. Y

As will be clearly apparent from Figf,

I provide means of passage communicating.

with the different chambers of the wharf structureandwith the tunnels united vtherewith such means being shown for purposes of illustration asv consisting of the stairs or elevators 174 preferably located on each side of the tunnel'structures and leading from the foundation oor of the wharf structures 4subaqueous lines or both and as depots without any liability of the leakage of water thereinto. The shore line section of the subway 143 is provided with a water proof lining`or construction, as at 144, which corresponds tothe water proof construction `of the passageway 103 and such construction extends from above the water line orshore to the water proof-lining of the subaqueous pier or dock with which such water proofing and the other structural or reinforcing ele- Vments `are -united in waterv proof and reinforced construction. y Y The shore line or subway 1s placed `between the extension walls '146 :of the dock with reinforcedA water proofing 147 between such walls andthe shoreline `section 143, it

being understood that this forms awater proof construction. The end ofthe shore line tunnel 143` as indicated at 145, is shown extending" into union with the structural vmetal and reinforced water proof Wall 148 united with 5125 'of the pier or dock Aand such shoreline tunnel section is in water proof union with the water proof ioor 105, asindicated at 149, at which point the'water the construction being similar to that before l:

described with reference to the passageway 103. f The ywaterV proof walls 147 and'146 are connected with the water proofing 119 of the' wharf structure'and they maybe capped or l 4 united bya waterproof Capping member ex-v tending along and over the shore tunnel line on'a line with the *wharf fioor or on any other suitable grade. The water proofing of the 'shore vline'section terminates in an increased section'150 of water proofing which unites with the waterproofing 'portions 147 Vand 148 andthe waterproof flooring 149, it beingunderstoodV that such union 150 extends 'completelyl around the shore line structure 143 intointimate contact and union with vso lthe waterproofing 147 Y and 149 so as to form a- -waterfproof union between the subway `v tunnel and the pier.

j In'order to provide absolute stability in 'suchc'shoref line extensions from the pier or dock I preferably extend the walls 107 along the subway,l as designated at 146 and line the same with reinforcing or alining walls *147,- having a standard of resistance adaptedto resist the pressureV of the water `and leakage of the rsame therethrough and by establishing in union therewith a stable foundation 'capped with concrete and water proofingI provide-a stable construction corresponding to that already'described with reference to the foundation. flooring 105 Vof thefchamber and the passageway 103.

It VVwill be apparent from the foregoing Y that ymy novel pier, dock or wharf 4construction is primarily designedv to provide wharfage and storage facilities along the shores of waterways` between the port 'warden lines and the shore and to provide a means of communication `betweenrwater transportation systems and subway and surface traffic systems.vr Any desired number V'of subwater line chambers mayv befemplo'yed andthese extend for any desired distan'cetoward the shore or along the port the shore lines, whereby the constructionis "capable, offuse 'inl conjunction with jetty i vwharf systems as well as wharfage systems extending for any desired vdistance along the shore, and with any extent'ofdesired or subw'aterline chambers. A As clearly seen at Vthe leftyhand bottom portion of Fig. 5,1 provide a drainage well 160 having aninner layerof waterproofing 161, which is in `waterproof union with the subwater lineV chamber-'of the wharf. Y

case subway lines ortunnel lines are not united with the waterproofY chambers thatV the walls of suchV waterproof subwater line chambersfare preferably sealed and that the means of communication therefrom` would be'through the passageways to they wharf iioor thereabove. The passages extending from the chambers preferably extend'laterally vand' may have communication Ywith the surface in-any desired manner to provide communication with warehousesi or other buildings on the shores;- l Y 7 Itwill be apparent from the foregoing, that in accordance with my present invention, I employ a metal reinforced cementitious construction which forms an airtight chamber, Vand such construction is covered with cementitious waterproof material, which is in cementitious union therewith. kThis wa# 'terproof material is preferably between the inner and outer surfaces of the walls of the chamber, and has a greater water resistant capacity than the concrete`V when properly supported by the construction inwardly thereof.- I preferably employ means to protect the ceinentitious waterproof material from injury.-4V Y It-'willnow desire-'to secure vby Y .r :115 l. A pieror wharf of reinforcedlconcrete v 7o It will ofcourse be understood that in K be apparentthat I have dei ,visedQ-a' novel and usefulv construction of-a havinlg a 'subwater line fchamber y'with-aVV Y drainage well communicating witlithe bottom thereof, Vand with a unit layer of waterproofing enveloping the'wallsofrsaid well above the waterlev'el which lis-in-cominunica-V tion with' a'navigable waterway, 'warden lines or along the shore lines or into 2. A pier or wharf comprising a structural 2-120 and chamber, and said-wharf having afloorV in concrete and covered with waterproofing united with said unit layer of waterproofing, and said wharf having a floor above the water level which is in communciation with a navigable water-way.

3. A pier or wharf comprising a structural metal framework embedded in concrete and forming a subwater line chamber, having its walls enveloped with a unit layery of waterproofing, in combination with a plurality of passageways leading from said chamber and each of said passageways having its walls formed of structural metal embedded in concrete and covered with waterproofing united with said unit layer of waterproofing, and said wharf having a floor above the water level which is in communication with a navigable water-way.

4:. A wharf structure in traflic communication with a water-way and comprising an earth bed reinforced foundation floor below the water line, waterproofed into union with metal reinforced cementitious and waterproof encompassing walls extending to and in watertight union with a metal reinforced ceinentitious wharf floor above the water line to form a waterproof chamber, with the waterproofed foundation floor and the walls reinforced by an inner structure extending over and into intimate union with the waterproofing of the chamber and into union with the wharf floor.

5. A wharf comprising a metal reinforced Waterproof foundation floor below the water line, a metal reinforced cementitious outer wall having means protecting its outer face and its inner face waterproofed, a metal reinforced cementitious inner wall engaging said waterproof4 and extending into union with a waterproof wharf floor and forming a. metal reinforced waterproof chamber, said wharf floor being in traffic communication with the water-way and means of passage from such chamber to the wharf floor.

6. A wharf comprising a metal reinforced cementitious construction forming a watertight air chamber therein, extending below the water level, and a wharf floor above the. water.V level in traffic communication with a navigable waterway, said construction being covered with cementitious waterproof material in cementitious union therewith, and a watertight traffic subway passage for traffic from shore into said chamber below said Vwharf floor.

JOSEPH S. WILLIAMS.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

